Remote control apparatus



Aug. 13, 1935. E. M. ALLEN- REMOTE CONTROL APPARATUS Filed July 1, '1932 2 Sheets$heet l BN RWN IN V EN TOR. Earl MAZZQQ HIS A TTORNEY.

Aug. 13, E M L N REMOTE CONTROL APPARATUS 2 Sheets-Sheet 2 Filed July 1, 1932 Earl MAlleiz 'H/S ATTORNEY.

Patented Aug. 13, 1935 UNITED STATES PATENT OFQF'QICE" REMOTE CONTROL APPARATUS Earl M. Allen, Swissvale, Pa., assignor to The Union Switch & Signal Company; Swissvale Pa., a corporation of Pennsylvania Application July 1, 1932, Serial No. 620,443 10 Claims. (01, 2463) My invention relates to remote control appaing direction over switch F from stretch- W to. ratus, and hasfor an object the provision of tracks Z and Y, respectively. Similarly, signals novel and improved apparatus for controlling S and S govern traffic movements in the trailingrailway traffic governing devices such as switches direction over switch F from tracks Z and Y, re-

5 and signals from a distant point. spectively, and signals S and S govern traffic One feature of my invention is the provision movements in the opposite or facing direction of means for governing traffic movements over over switch-F from stretch Wto tracks Y'andZ, a railway track switch under given conditions, respectively. As here shown, each of the signals if and only if the switch is unlocked, and for S is of the color light typeyalthough it is to be governing traffic movements over the switch, understood that my invention is not limited to underother conditions, if and only if the switch this particular type of signals. Signals S and is locked. S are shown having a red or stop lamp R; and

I will" describe one form of apparatus emtwo proceed lamps comprising a green lamp G bodying my invention, and will then point out the indicating clear and a yellow lamp Y indicatl5 novel features thereof in claims. ing caution. Each of the signals S and S is The accompanying drawings, Figs. 1 and 1' provided with only a caution lamp Y and a stop when placed end to end with Fig. l on the left, lamp R. Each of the signals S S S -and S isconstitute a diagrammatic view showing one provided with a green lamp G indicating clear,-

form of apparatus embodying my invention. and a red lamp'R. indicating stopi n Referring to the drawings, the reference char- 7 Circuits and other parts of ,the apparatusare 20 acter W designates a stretch of single track railshown for controlling switch F and signals S S way which is provided with passing tracks Y and S and S Switch F and signals S S S and- Z, the ends of which are connected with stretch S, respectively, are controlled by exactly similar W at switches F and F Each of these switches circuits and other par-ts of the apparatus, which maybe biased to its normal position, in which are omitted from the drawings in order to simplify r it is shown in the drawings, by some suitable the patent application. means which may, for example,'be of the well Lock bar b is rigidly secured to switch F for: known spring type. Each of. these switches may engagement by a dog a, by means of which the be manually movable to its reverse position by switch may be locked in its normal position. Dog

suitable means not shown in the drawings, and a is actuated by a motor G which maybe of any 30 may also be movable to its reverse position by a suitable type but which, as here shown, is an train going overthe switch in the trailing direcelectric motor having an armature ill and a field 5 0 th is, Switch F y be movable o its winding 28. In conjunction with dog a, motorG verse position by a train going over it from track actuates a contact 25 which is closed at all times Y to Stretch and Switch y be vabl except when dog a reaches its finalposition out to its ev position by a train going over it of engagement-with bar b; a contactZfi which is from Z to Stretch closed at all times except when dog a reaches its Rails l and l .;of stretch W and of tracks Y final position for locking bar I); acontact 36 which and Z a d v ded by 'm S f i u ated'jo nts is closed only when dogc is inits final position 40 2 into sections A-B, B-C, BC, 0-D and for locking bar b;.a'nd a contact 43 which isclosed DE. A track circuit is shown for each of the only when dog a is in its final position out of ensections B-C to D-E, inclusive, and includes a gagement withbar 1). Movement of motor G is track battery 3 connected across the rails adjacontrolled by a relay L so that, when relay L is cent one end of the section, and a track relay deenergized, motor G actuates dog ainto position,

"designated by the reference character R with a to lock bar b, and when relayL isenergized, motor 45 distinguishing exponent and connected across G actuates dog a out of engagementwith bar I). the rails adjacent the other end of the section. A switch circuit controller of the usual type for Signals, each of which is designated by the signal selection purposes is operated by switch F reference character S with adistinguishing exand has a contact 34 which is closed onlywhen' ponent, govern traflic movements in both direcswitch F is inits normal position, and a contact tions over switches F and F Signals S and S 39 whichis closedonly whenswi'tch F is in its govern trafiic movements in the trailing direcreverse position. tion over switch F from tracks Z and Y, re- Switch F also actuates a second circuit conspectively. to stretch W, and signals S ands troller, commonly known as a point detector, '5

govern trafilc movements in the opposite or facwhich has contacts 29 and 35 each of which is neutral contacts l 'and 3i and polar contacts 28.

and 32. Relay 22 is energized by current of normal or of reverse polarity controlled from a re' mote point such, for example, as a despatchers ofiice. As here shown, a manually operable lever V having a normal position 11, a left reverse position J, and a right reverse position 2", actuates pole-changing contacts I! and M3 for controlling the normal and reverse energization of relay 2;

by a source of current not shown in the drawings, but which has terminals as and 0. Relay L is also controlled in part by a locking relay M which is associated with signals S and S and-in part by a locking relay M which is associated with signals S and S A slow pick-up relay T at times controls the energization of relays M and M upon the lapse of a measured period of time after the associated signals are controlled to indicate stop, or after track relay R becomes energized.

Each of the signals S is controlled, at leastin part, by a relay designated by the reference character H with a corresponding exponent.

Each relay H is controlled in part by relay 0; Relays H and H for controlling signals S and S respectively, are controlled by polar contact 32 of relay 1) in its normal position, whereas relays H and H for controlling signals S and S respectively, are controlled by polar contact 32 of relay 1) in its reverse position. Relays H are also con-trolled in part by lock relays M, by track relays R, and by the circuit controllers which ar actuated by motor G and by switch F A push button circuit controller contact P having a front point and a back point, is located adjacent signal S for use of the trainmen in clearing signal S for traffic movements in the trailing direction from track Y to stretch W.

In the drawings, the contacts operated by the various relays or by the various other control devices are identified by numbers, such numbers having distinguishing exponents when such contacts are shown elsewhere than adjacent the control device by which they are operated. The exponent for each of these contact numbers cornprises the reference character and exponent for the respective control device. Contact 5 for example, shown in the circuit for relay T, has an exponent R3 which comprises the reference char-.

acter R and its exponent 3 for track relay R which operates contact IS Having described, in general, the form of apparatus which is shown on the accompanying drawings, I will now describe in detail the operation of the apparatus. Q

As shown in the drawings, all parts are in their normal condition, that is, the track sections are unoccupied, switches F and F are locked in their normal positions by the engagement of a dog a with a bar b, lever V is in its normal position, and

relays v, H, L, and T are deenergized. With relays H deenergized, the red lamp of each signal is lighted, by a circuit passing through the back point of a contact. 4 of the associated relay H, to

indicate stop. With the track sections unoccupied, the relays R are energized. With relays H deenergized and with relays R energized, each of the relays M is energized. The circuit by which relay M is energized is a stick circuit passing from terminal :0 of the source of current, through back contacts M and I i front point of contact 53 of relay M con-tact M and the winding of relay IVE- to terminal 0. Both a pickup and a stick circuit are closed for relay M The pick-up circuit passes from terminal x, through contact 5 of relay H contact 5 of relay H contact 6 of relay R contact 8 of relay R and the winding of relay M to terminal 0. The stick circuit for relay M follows the path just traced for the pick-up circuit as far as contact 5 of relay H and thence passes'through the front point of contact 9 of relay M and the winding of relay M to terminal 0.

I will assume that, with all parts thus in their normal condition, the despatcher desires to permit a westbound train, that is, a train moving from right to left as shown in the drawings, to proceed over switch F in its normal position. He will therefore operate lever V to its left reverse position i, causing relay. 1) to be energized in the normal direction; by its circuit passing from terminal :12, through contact H of lever V in its 1 position, winding of relay v, and contact is of lever V in its ,1 position, to terminal o.

With relay 2; energized in the normal direction and with switch F occupying its normal position, a circuit is closed for energizing relay H passing from terminal :12, through front contact 3! of relay 1), contact 32 or relay 1) in its left position, contact 33 contacts 3d and 35 actuated by switch F ,.contact 36 actuated by motor G, contact 3'! of relay R contact 38 of relay R and the winding of relay H to terminal 0.,

With relay H energized, contact 4 opensat its back point, thus extinguishing lamp R' of signal 8. Contact A then completes at its front point the lighting circuit for lamp Y of signal S It is to be understood that if signal S were displaying a proceed indication, lamp Y of signal S would be extinguished and lamp G of this signal would be lighted as controlled'bymeans which, in order to simplify'the application, I have omitted from the drawings. That is to say, the control of signal S is interrelated with the control of signal S in the manner customary in standard block signaling practice. The energization of relay H causes its back contact 5 to open both the pick-up and the stick circuit previously traced for relay M thereby causing relay M to become deenergized.

A train, upon entering section D-E, will cause relay R to become deenergized and open its contact 6 in the pick-up circuit for relay M which is, however, already open at contact 5 of relay H When the train enters section CD, it causes relay R to become deenergized and open, at its contact 38, the circuit previously traced for relay H 7 Relay H being thereby deenergized, its contact l opens, at its front point, the circuit for lamp Y of signal S and again closes, atits back point, the circuit for lamp R of signal S The deenergization of relay R causes contact 8 of this relay to open, at another point, the pick-up circuit traced for relay M relay R causes relay M to be deenergized on account of contact M being opened.

When the train leaves section C-D, relay M again becomes energized by its pick-up circuit previously traced. 1 When relay M closes its front front contacts, thereby com leting a pick-up circuit for relay M4-5, passing from terminal a, through contacts Hi H IZ and M and the winding of relay M to terminal 0. Relay M upon becoming energized, completes its stick circuit reviously traced through the front pointof its contact I3, and deenergizes relay T 15 by opening the circuit for relay T at the back point of contact I 3.

I will assume that the despatcher returns lever V to its normal position, and that after the train moves beyond the stretch of track shown in the drawings, he again clears signal S by operating lever V to its 1 position, that a westbound train then proceeds past signal S over switch'F in its normal position, and that before the train leaves section CD a second train enters section DE. When the first of these two trains leaves section CD, relay M will not be picked up by its circuit through contact 6 of relay R because relay R will now be deenergized by the second train in section DE. Relay T will, however, now be energized by a second circuit passing from terminal or, through contact 5 of relayv H contact 5 of relay H back point of contact 9 of relay M contact Hi and the winding of relay T to ter-' minal 0. Upon the lapse of a measured period of time after this circuit becomes closed, relay T will close its front contact I thus completing a branch path around contact 6 of relay R and causing relay M to become energized by a pickup circuit which is otherwise the same as the pickup circuit previously traced for this relay. At thesame time, contact l2? completes the pick-up circuit previously traced for relay M causing this relay to also become energized. Relay M6, upon becoming energized, opens, at the back point of its contact 9, the second circuit traced for relay T, thus causing relay T to become deenergized.

I will nextassume that all parts of the apparatus are again in the normal condition, and that the despatcher now wishes a westbound train to proceed from stretch W to track Z over switch F reversed. He may, therefore, stop the train at signal S by having this signal continue'to display the stop indication. He may next inminal at, through contacts l9 and 20 of relay 2),

front point of contact 21 and the winding of relay L to terminal 0. With relay L energized,

the reverse operating circuit is completed for motor G, passing from terminal a, through the front point of contact? of relay L, contact 25 operated by motor G, armature 21 of motor G,

front point of contact 39 of relay L, field winding 28.0f motor G, and contact 29 of switch F to terminal 0. Motor G will thereupon withdraw dog a from engagement with bar b.

The trainman will then. manually move switch F to its reverse position. r

The despatcher will now operate lever V to its left reverse position I, causing relay to become energized in the normal direction. With relay 1) now energized in the normal direction a circuit is completed for relay H passing from terminal ac, through contact 3| of relay 1;,- contact 32 of relay 1; in its left position, contact 33 reverse contact 39 of switch F contact 40 of relay R and the winding of relay H to terminal 0. Relay H upon becoming energized, opens, at the back point of its contact 4, the circuit for lamp R of signal S, thus extinguishing this lamp. Relay H then closes, at the front point of its contact 4, the circuit for lamp Y of'sig'nal S causing thislamp Y tcnow be lighted. Relay H, upon becoming energized, also opens, at its back contact 5, both the pick up and the stick circuit for relay M causing this relay to become deenergized.

- The train, upon entering section CD in response to the lighting of lamp Y of signal S, causes relay R to become deenergized, which then opens, at its contact M the stick circuit for relay M causing this relay to become deenergized.

When the train has passed over switch F a trainman will manually restore this switch to its normal position. Since relay L has already been deenergized by the opening of contact 20 of relay 1; when this relay was energized in the normal direction, switch F upon being returned to its normal position, completes, at its contact 29, the normal operating circuit for motor G, passing from terminal 0:, through the back point of contact 24 of relay L, contact 26 operated by motor G, armature 21 of motor G, back point of contact 30 of relay L, field winding 28 of motor G, and contact 29 of switch F to terminal 0.

When the train leaves section CD, relays M T, and M*- will again become energized in the order named, as previously described.

I will assume that all parts of the apparatus are again in their normal condition, and that the despatcher, instead of stopping a westbound train at signal S has transmitted a written train order to the train to stop at switch F preparatory to moving over switch F reversed although signal S is displaying a proceed indication. Accordingly, when the train has passed signal S and has stopped at switch F and a trainman has com-' municated this fact tothe despatcher, the despatcher will operate lever V to its right reverse position, thus energizing relay '0 in the reverse direction. On account of signal S having been controlled to display a proceed indication when the train entered section DE, relay M is now deen'ergized. The trainman will depress push button contact P thus completing a second pick-up circuit for relay L, passing from terminal as, through contacts l9 and 20 of relay 0, contact P back point of contact 2 I and the winding of relay L to terminal 0. Both relay M and relay M' having become deenergized in the manner described in connection with other train operations, relay L, upon becoming energized, now completes, at its contact 23, its own stick circuit passing from terminal at, through contact H contact 23, and the winding of relay L to terminal 0. Motor G will now unlock switch F as previously described.

I will now assume that switch F and all other parts of the apparatus adjacent switch F are again in their normal condition, that an eastbound train enters track Z, approaching signal S, and that the despatcher desires to permit this train to move over switch F to stretch W, He

Ill

will therefore operate lever V to its rposition, causing relay 1; to become energized in the reverse direction. With relay 1) energized in the reverse direction, relay L will become energized by its pick-up circuit first traced. Motor G will there upon unlock switch was previously described, and will complete, at its contact 63,2. circuit for energizing, relay H passing from terminal 3?, through contact 3i of relay 2;, contact 32 of relay '0 in its right-hand position, contact ll of relay R contact 32 contact 33 operated by motor G, the front point 0:5 push button contact P and the winding of relay H to terminal 0. The energization of relay H causes lamp R of signal S to be extinguished lamp G of this signal to become lighted. The energization of relay H also causes its contact is to open the stick circuit which is now energized for relay M Relay M thereupon becomes deenergized, completing the stick circuit previously traced. for relay L. 5

The train, upon entering section C-D, deenergizes relay R which then opens, at its contact lhthe circuit just traced for relay H Relay H being thus deenergized, causes signal S to again display a stop indication. Switch F being unlocked, the train, while moving over the switch, will force it to the reverse position.

When the train leaves section CD, the pick-up I circuit first traced for relay '1 will again become closed, causing relay '1 to become energized and, after the lapse of a measured period of time, to again complete the pick-up circuit traced for relay M 'n' I will next assume that switch F and all other parts of the apparatus adjacent switch F are again in their normal condition, that aneastbound train enters track Y, approaching signal S and that the despatcher desires to permitthis train to move over switch F in its normal position to stretch W. The despatcher will therefore again operate lever V to its reverse position 1', thus causing relay 0 to become energized in the reverse direction and energize relay L, which then causes ,motor G to unlock switch F The trainman will depress push button contact P causing this contact to complete, at its back point, a circuit for energizing relay H which is the same as the circuit previously traced for relay H except that it includes the back point of contact P instead of the front point of this contact.

As the train now proceeds through section C-D, the operation of the apparatus will be similar to that described when a train proceeds from track Z over switch F except that switch F will now remain in its normal position while the train is passing over it.

The operations of switch F and signals S S 5 and S are exactly similar to the operations described for switch F and signals S S S and 8*, respectively.

For normal train operation, signal S will be cleared for an eastbound train which will then proceed over switch F locked in its normal position, and will then move onto tr ck Z. Signal S will also be cleared for this train which will now move over switch F unlocked, and will reverse switch F while passing from track Z to stretch W. Similarly, a west-bound train will, in normal operation, move over switch F locked in its normal position after having been given a proceed indication by signal S and will then move from track Y, while signal S? is displaying a proceed indication, over switch F unlocked,

forcing switch. F to the reverse position during movement over the switch.

Assuming that the despatcher desires to pass a fast eastbound train around a slow eastbound train, he may, if there is sufficient time, have the slow train stop,-and then, after manual reversal of switch F move onto track Y. The fiagman on the rear of the slow train would then return switch F to its normal position. The fast train can then be permitted to move over switch F in its normal position, past signal S displaying a proceed indication, and then onto track Z, and past signal S and over switch F to track W. The slow train can then proceed from track Y to stretch W. By this method of operation, the fast train would proceed over switches F and F without stopping, and at the usual rate of speed.

Another method of passing a fast eastbound train around a slow eastbound train would, if the trains were close together, be to permit the slow train to move over switch F in its normal position to track Z. The flagman on the rear of the slow train would then manually reverse switch F for the fast train to move onto track Y. The head brakeman of the slow train could depress push button P for clearing signal S for the fast train to proceed over switch F in its normal position. By this method of operation, the fast train might be required toslightly reduce speed for passing over switchI reversed, but would not be required to stop at any time while passing around the slow train.

From the foregoing description and the accompanying drawings, it follows that one form of apparatus embodying my invention comprises a track switch which is biased to a normal position, and which may be of the well known spring switch type; an electrically operated device for locking this switch in its normal position; a manually controlled traific governing device for authorizing trafhc movements in the facing direction overthe switch while the switch is in its normal position, if and only if the switch is locked; and a manually controlled traflic governing device for authorizing traffic movements in the trailing direction over the switch, if and only if the switch is unlocked.

I have described for a few typical traflic movements the operation of one form of apparatus embodying my invention. From these descriptions and from the accompanying drawings, the operation of the apparatus for every other possible trafiic movement may be readily determined.

Although I have herein shown and described only one form of remote control apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of th appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination, a railway tra .z, a second railway track, a track switch interconnecting said first and second tracks and biased to a normal position for directing traflic movements along said first track only but operable to a reverse position by a train moving from said second track to said first track, manually controllable means for electrically locking and unlocking said switch in said normal position, means manually controlled for governing traific movements over said switch in the normal position if and only if said switch is locked, and other means manually controlled for governing trafic movementsover said switch from said second track to said first track if and only if said switch is unlocked.

2. In combination, a railway track switch, manually controlled means for at times locking said switch and for at other times electrically unlocking said switch, a traffic governing device manually controlled for permitting trafiic movements over said switch if and only if said switch is locked, and a second traflic governing device manually controlled for permitting trafiic movements over said switch if and only if said switch is unlocked.

3. In combination, a track section containing a manually movable railway track switch which is spring-biased to its normal position, a motoroperated lock which when operated to its normal position locks said switch in the normal position and which when operated to the reverse position switch, a second signal for governing traffic movements in the trailing direction over said switch, a second signal for governing traffic movements in the opposite direction over said switch, a stick locking relay associated with said first signal, means for deenergizing said stick locking relay if said first signal is controlled to display a proceed indication or if said track section is occupied, means for again energizing said stick relay only upon the lapse of a measured period of time after said first signal is controlled to indicate stop, a manually controlled instrument having a normal and a reverse position, means controlled by said instrument in its reverse position for operating said lock to its reverse position, means for retaining said lock in its reverse position as long as said stick locking relay is deenergized, means controlled by said instrument in its reverse position for clearing said first signal if and only if said lock is reversed, and means controlled by said instrument in its normal position for clearing said second signal if and only if said lock is in its normal position 4. In combination, a section of railway track including a switch, a signal for governing traffic movements in a given direction over said switch, a second signal for governing traffic movements in a second direction over said switch, a stick locking relay, a stick circuit for said relay which is opened when said first signal is controlled to display a proceed indication, a pickup circuit for. again energizing said relay only upon the lapse of a measured period of time after said first signal is controlled to display a stop indication and only if said track section is unoccupied, means for locking said switch, means controlled by said stick locking relay for retaining said switch in its unlocked condition if said stick locking relay is deenergized, and means controlled by said stick locking relay for clearing said second signal only if said stick locking relay is energized.

5. In combination, a section oi railway track including a switch, a signal for governing traffic movements over said switch, an approach track section for said signal, a track circuit for each of said track sections including a track relay, an approach locking relay, a signal relay, means controlled by a front contact of said signal relay for clearing said signal, a pickup circuit for said approach locking relay controlled by a front contact of each of said track relays, a stick circuit for said approach locking relay controlled by a back contact of said signal relay, and means controlled by said approach locking relay for controlling said switch.

6. In combination, a section of railway track including a switch, a signal for governing traffic movements over said switch, an approach track section for said signal, a track circuit for each of said track sections including a track relay an approach locking relay, a signal relay, means controlled by a front contact of said signal relay for clearing said signal, a pickup circuit for said approach locking relay controlled by a front contact of each of said track relays, a stick circuit for said approach locking relay controlled by a back contact of said signal relay, means controlled by said approach locking relay for controlling said switch when said approach locking relay is energized, and manually controlled means for controlling said switch when said approach locking relay is deenergized.

7. In combination, a railway track switch, means manually controlled from a remote point for at times locking said switch and for at other times electrically unlocking said switch, and a traffic governing device manually controlled from said remote point for permitting traffic, movements over said switch if and only if said switch is unlocked.

8. In combination, a railway track switch, a manually controllable lever having a normal position and a first and a second reverse position, means controlled by said lever in its normal position or in its first reverse position for locking said switch, means controlled by said lever in its second reverse position for unlocking said switch, a first and a second signal for governing trafiic movements over said switch, means controlled by said lever in its first reverse position for clearing said first signal, and means controlled by said lever in its second reverse position for clearing said second signal.

9. In combination, a railway track switch, a signal for governing trafiic movements over said switch, a manually controllable instrument, a locking device manually controllable for at times locking said switch, means controlled by said manually controllable in instrument for clearing said signal when and only when said switch is unlocked, and means controlled by said manually controllable instrument forpreventing an operation of said locking device to lock said switch until the lapse of a given period of time after said signal has been caused to indicate stop.

10. In combination, a railway track switch, a signal for governing traific movements in a given direction over said switch, a second signal for governing trafiic movements in an opposite direction over said switch, an instrument manually controlled for at times clearing said first signal, a second manually controlled instrument, means controlled by said second manually controlled instrument for at times clearing said second signal when and only when said switch is unlocked, a locking device manually controlled for at times looking said switch, means controlled by said first instrument for preventing an operation of said locking device to unlock said switch until the lapse of a given period of time after said first signal has been caused to indicate stop, and means controlled by said second instrument for preventing an operation of said locking device to lock said switch until the lapse of a given period of time after said second signal has been caused to indicate stop.

EARL M. ALLEN.

CERTIFICATE OF CORRECTION.

Patent No. 2,010,802. August 13, 1935.

EARL M. ALLEN.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 5, first column, line 20, claim 3, before "switch" insert the Words unlocks said; and in same line 20, strike out the word "second"; same page, second column, line 5, claim 6. after "relay" insert a comma; and line 44, claim 9. strike out the word in; and that the said Letters Patent should be read with these corrections therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 17th day of September, A D. 1935.

Leslie Frazer (Seal) Acting Commissioner of Patents. 

